Wednesday, 28 November 2012

According to the British County Catalogue the earliest handstamps from Wellington are from 1705 - unfortunately I don't have any before 1795.

This entire from 1799 has been charged 1d before the introduction of the Penny Post and when the lowest rate in the General Post was 3d - so was probably a private arrangement with the local Postmaster.

Wednesday, 21 November 2012

Here's an item I acquired at the recent S&DPHG meeting in Chard. It is a thin wrappper and looks like a newspaper wrapper. It bears an assortment of handstamps, a manuscript endorsement and postage due.

In particular it is endorsed "Contains Letter" so the first question that occurred to me was whether it was charged extra because the Post Office had found a letter inside something sent as a newpaper or printed matter.

The conclusion I came to was that the wrapper must have been posted as Printed Matter (2d for 4-6 oz.) and the letter or just a written message discovered inside. The handstamp "More to Pay / above 6 oz / 134" doesn't exactly fit any scenario if it was taken literally as indicating that the wrapper was over-weight (a postage due of at least 5d would be required). I've assumed that it was there to indicate the actual weight limit being charged (6 oz.) which does fit with both the initial franking of 2d under the Printed Matter rate and the 4d postage due when it was charged at the Inland Letter rate.

Wednesday, 14 November 2012

One of the questions that puzzled me when I started into Postal History is how, in the early days of the Post, did a stage (post-)master
(typically an inn-keeper) get back his horses when they had been provided to a
messenger or traveller riding post ?
And how did a private individual get back their horse if it had been
requisitioned to ride post ?

In 1396 (King Richard II) a royal patent set the rate of
hire for horses, that petitioners be in nonwise compelled to let their horses
for hire unless paid promptly, and that for the better security of the horses a
branding-iron be kept in each of these towns by an approved person for
branding, without payment, horses on hire.

From the provision of arrangements to brand horses, it it
clear that it was expected that horses would be returned to their original
owners.

This is reinforced in Elizabethan times when more than half
of the expense of riding post arose from the compulsory employment of the
guide; but this was inevitable as long as so many of the horses used were
requisitioned from private stables. It
was recognised that to have one’s horse taken “to run post” was always felt a
bitter grievance, and the least that the Government could do was to guarantee
that it should not be ridden beyond the next stage, and should promptly be
returned. Hence the necessity of the
guide and the emphasis laid by all the Elizabethan regulations on the
obligation to employ him.

In 1616 (James I, & VI of Scotland) a proposal for an
extension of the posting system in Scotland provided that:

“To spair unnecessar charges to his Majesties
lieges, and that no necessitie of boyes or other attendantes go with the jomey
horsis, giff possibly it can be . . . the Maister of Poistes sall have speciale
cair that sic correspondence be amange the jorney maisteres that lyis maist
adjacent togidder, that ilkane of thame on reasonable conditiones sall cair for
utheris horses resorting to thame, intertaine thame, and use thame kyndlie, and
keip reciprocation togidder, ayther in back-reconducing of thame as the
commoditie sall offer, or detening thame sum schort space”

In England the first reference to such an obviously sensible
arrangement occurs in the Orders of 1635, which instruct the traveller
that “if he shall have occasion but for one horse, paying for him 2½d. for
every mile; if two horses then to take a guide and pay 5d. a mile.” Until this concession was made the only way
of avoiding the expense of a mounted guide was to time one’s journey so as to
ride with the postboy who carried the Packet.

There appear to be three different types of person riding
post:

There
were postboys (not necessarily boys, more often men) who were employed by
a postmaster (inn-keeper) to take the post to the next stage.

There
were travellers who hired horses (and a guide) to ride post to the next
stage.

There
were official messengers who had a warrant to ride post.

Looking at these in turn, in the first case it would seem
obvious that the postboy returned to the original stage with the horse that he
had ridden, possibly with the next post going the other way.

In the second case, in the early days the traveller had to
employ a guide on a second horse, who then had the responsbility of returning
both horses back to their origin. One
imagines that only travellers who were well-known to the postmaster would be
able to travel without a guide.
Travellers riding post would not be able to requisition a horse to ride,
unless they had a warrant – which would make them the third type of person
riding post (though people riding post under warrant were not always official
messengers due to the abuse of the privilege to grant warrants).

In the third case, the official messenger could be trusted
to leave the horse at the next stage where he would change it for a fresh
one. I would assume that the next
postboy arriving from the original stage would return with both horse, and that
the postmasters would have an unofficial reciprocal arrangement to look after
each other’s horses.

That just about covers the case where the horse belonged to the
postmaster. The postmasters had to
provide horses to take the post to the next stage or for offical messengers,
for which they got paid by the Exchequer (eventually, see below). They made their money by providing horses to
travellers riding post. As long as the
volume of post was reasonably constant the postmaster could forecast how many
horses were needed for the post, and thus how many could be used for the much
more profitable jobbing. However this
was not always the case due to the abuse of the privilege to grant warrants
(like the abuse of the “free” post franking).

In the case where no suitable horse was available to ride
post, upon presentment of the traveller’s warrant the postmaster had the right
to take a suitable horse, to the detriment of the owner of horse. Horses could be taken from Inns, which
caused a particular problem to the inn-keepers as they were responsible for any
injury to their guests’s horses.

To cover this some towns lying on busy high roads kept a few
horses ready for an emergency, paying for these by levying a town rate. The chief London inn keepers paid an “annual
Benevolence” to the Post of Bishopsgate “to spare their guests’ horses from his
Majesty’s service”.

By the time of James I the Government adopted a cynical
expedient of making the postmasters their own collectors. Hitherto a post had no power to requisition
until the traveller’s warrant was put in his hand, but it became the practice
to furnish the post with a “warrant dormant”, empowering him to take up horses
(or money in lieu of horses) at will within a specified area. In effect he could now walk into a harvest
field and exact a payment from the farmer for not taking his horses out of the
shafts. Having thus provided the posts
with the a weapon of blackmail, the Government seems to have felt that it had
done enough for them and allowed their pay to fall steadily into arrears.

It would seem to me that the return of a private horse to
its owner in good condition after it had been requisitioned to ride post, would
be a matter of some real concern in an environment where the postmasters had
little real expectation of being paid by the Government. The owner of a horse which was damaged or
killed when requisitioned to ride post would probably have had great difficulty
getting recompense from the Exchequer.

Later, when the post had been put on a better footing there
would probably have been less likelyhood of private horses being called on, and
the introduction of the mail-coach which ran to a timetable would have put the
management of the horses into a business environment.

Bibliography:

“Her
Majesty’s Mails: An Historical and Descriptive Account of the British
Post-Office” by William Lewins, originally published in 1864

Wednesday, 7 November 2012

The entire below from 11th May 1839 illustrates the official 2d rate for up to 8 miles - as opposed to the unofficial and "illegal" 2d rate used on "short" Penny Post letters that did not go into the General Post. The entire has a circular handstamp in blue (known in this colour from 1836-1842).

It was also used in black from 1843-1846 (and in red from 1833-1845 but I don't have an example of this).

Sunday, 4 November 2012

There are a number of types of Shepton Mallet / 135 mileage cancels. The first spells it as "SHEPTON-MALLET / 135" (SO 674) with the mileage boxed.

The second is "SHEPTON MALLETT / 135" (SO 676) with lines above and below the mileage. Note the mis-spelling of "Mallett".

A third, which is not in the BCC has the mileage erased but still has the mis-spelling of "Mallett". The date on this entire of 1829 fits between the end of use of the handstamp above and the start of use of the handstamp below.

The fourth handstamp in use in 1830, of which unfortunately I do not have an example, has the mileage erased and the mis-spelling corrected to "Mallet"